Transmission gearing for motor-driven vehicles



Now-29,1927. v 1,650,621

J. D. GARLICK TRANSMISSION GEARING FOR {MOTOR DRIVEN VENICLES Filed Nov. 20, 1926 5 Sheets-Sheet 1 INVENTOR.

Nov. 29, 1927. 1,650,621

4. D. GARLICK TRANSMISSION GEARING FOR MOTOR DRIVEN VEHICLES Filed Nov. 20. 1926 :s Sheets-Sheet 2 f.rg E

- I (NVNTOR A TTORNEY.

7 J. D. GARLICK TRANSMISSION GEARING FOR MOTOR DRIVEN VEHICLES Filed Nov. 20. 1926 v 3' Sheets-Sheet 3 ""IIIIIII,//

Frg j! i INVENTOR. kw-4M.

ATTORNEY.

Patented Nov. 29 1927.

i JAMES I). seamen, or

i STAT ES PATE PORT HURON, MicHIenn.

tsazi TRANSMISSION sensitive son MOTOR-DRIVEN vnHioLns.

Application filed November This invention relates to a'transmission gearing for motor driven vehicles shown in the accompanying drawings and more par- 10 one end of a plurality of telescoping sleeves mounted upon thedriving shaft and at their opposite ends are respectively provided with cone-shaped discs of relatively different diameters which when longitudinally shifted upon the driving shaft alternately engage an annular cone-shaped clutch member bolted to an extensionsleeve of a propeller sha' t connected with the propeller shaftof the motor by a universaljointnotshown.

The several stepped gears and their integral sleei es telescopically mounted upon the driving shaft-are constantly coupled with a plurality of stepped idler gears mounted on a countershaft to effect through the clutch the desired changes of speed in the propeller shaft which may be obtained by longitudinally shifting the gearson the driving shaft so that the respective coneshaped discs may alternately engage the cone clutch member attached to the extension of the propeller, shaft,the gears being adapted for longitudinal movement on the driving shaft are shifted by a. manually operated lever,forcing the selected cone-shaped disc of the clutch to engage the co-operating clutch member secured to the extension of the propeller shaft.

The primary object of the present invention therefore is to effect a change of speeds easily and quietly through a. slight shift-- ing of constantly inter-meshing gears-thus eliminating the noise resulting from the clashing of vgears when shifted from a disconnected to an interlocking relationfi With the foregoing and other objects in view which will appear as the description proceeds, the invention further resides in the details of construction hereinafter described and claimed,

' it being understood that changes may be made :in the precise embodiment of the invention herein disclosed without departing from the spirit of the same.

In the drawings accompanying this specification: a

Figure l is a horizontal sectio or about line 11 of Figure 3..

55 nal view on 20,1926. Serial l l'o. 149,559.

Figure 2 is alongi tional view Figure 1.

V Figure 3 is a vertical taken .on or about a Figure 4 is a fr tudinal sectional v 4 1: of Fig gears.

Figure 5 is a fra taken on or tudinal vertical seeabout line 2-2 of cross-sectional view line 3 3 of Figure 1.

aginentary vertical l0ngi-' iewtaken on or about line are 31 showing the reversing ginentary diagrammatic perspective view showing a manually operated gearslnft lever' and' bars controlling the longitudinal speed and reverse gears,

movement of the forward also a notched floor plate for locking the gear shift lever when actuated. -Referring now to the placed upon the drawing A denotes a gear 0 cured to the frain shown. B indica driving shaft of driving shaft C in a flange sleeve D nalled in the wall to the flange of vthe case is the end wall of universa e of a tee its of the sleeve pro l jointnot sh peller shaft of usual construction.

ase ad the gear case being connected letters of reference apted to be sernotor vehicle-not cover plate, C the an enginenot shown-the beingjournalled at one end which is in turn jourof the gear case. Bolted sleeve D within the gear an annular cone-clutch me mber E, jecting through the by a ownwith a pro- F is a driving gear keyed to the drivingshaft and G, 1 2 upon the driving being integral wit centrically and tel the driving shaft. several sleeves su H, H H and The pp'ortI of relatively the annular cone clutch I, P, P, and T are ported in t whichis fingers 1 1 re escopically arr he frame of the gear provided with a pair are stepped gears loosely sleeved shaft, the respective gears leeves g7, g g conanged upon opposite end of the cone-shaped discs different diameters severally adapted to he forced lnto impinging contact with th e inner surface of member E.

bars supcase, each of of depending shifting spectively overlapping each side of the stepped gears G, G G and re verse gear T err-the driving shaft. Projecting upwardly from each is a lug I adapted to of the shifting bars be engaged "by a manually operated gear shift lever J pivoted in theupper Wall of th tending through a slotte lever terminating above handle J for convenien leverto shift the gears.

e gear case and exd floor plate K,the

in the usual ball ce in operating the at the end of each of theshifting bars by a bracket depending from the cover of the gear case is shown one of a plurality of springs L, respectively adapted to return the shifting bars to their initial position following the'releas'e of the lever J. On a plane with the driving shaft and supported by the wall of the casing is a counter- Supported shaft M on which is loosely sleeved a stepped ltl - of stepped V R in mesh with the pinion or countershaft M, meshes with the smaller gear or pinion of the stepped gear G on the driving shaft. 1

Having indicated the several'parts by reference letters, the construction and operation '7 of the device will be readily understood.

lit

3 Any desired number of stepped change gearsmay. be mounted upon the driving shaft and coupled with idler gears on the countershaft to eifectthrough the clutch mechanism any desired or predetermined speed of the propellershaft. a

It will be readily perceived however that insteadqof the cone clutch shown in the drawings, any suitable clutch mechanism controllable by shifting the speed transmission i so 7 direction. Tliegmanual In Figure sides of the stepped gear G gearing may beemployed. So also while a plurality, of gear shifting bars and a manually actuated lever for shifting the several bars is diagrammatically indicatechany other suitable manually operated shift mechanism may be employed,that disclosed by the present embodiment being merely a means for accomplishing the desired result.

In Figure .5 the shifting bars and the lever for manually operating the same are shown in full lines "inr neutral position, and in dotted lines-one'of the bars is shown shifted by the lever,-which is locked in the notch L in the floor plate ,K, to remain in this locked "position until manually released.

l'the several cone-shaped discs -H; H H T- are 'shown released from the annular cone clutch member F -all being -1I1Cl1Cflt8fl in neutral position.

' We will now assume that the driver of the car desires to start at low speed in a forward gear shift lever J is actuated so that its lower end engages the lug I of the shiftingbar I and the de'pending fingers-l Pof the latter enga ing the causes'the latter to move longitudinally a short distance so that the cone-shaped disc H carried by the forcing the clutch disc a driving shaft; 2. driving driving shaft; a

sleeve of said gear may be forced into impinging contact with the annular cone clutch member E, and as the idler gears G, G, G intermesh with the gears-F, N, L, N on the countershaft M, the propeller shaft is actuated at predetermined and a relatively lower speed ratio than the driving shaft. To increase the speed, the operator first releases the shifting lever J, whereupon the spring L at the end of the shifting bar 1" forces it back to its neutral position. The operator then engages the shifting bar I controlling the next speed gear,'-and so on in like manner nntil the propeller shaft of the vehicle is rotating at the desired speed.

T 0 drive the car in a reverse direction the gear '1 is shifted by the controlling lever J T into engagement with the cone clutch member E, then through the stepped gear R on the countershaft P in mesh with the gear '1 on the driving shaft and pinion of the stepped gear N on the counter-shaft M in mesh with the pinion of the stepped gear G on the driving shaft the rotation of the propeller shaft is reversed.

MT he gear shifting mechanism is shown diagrammaticaly, as the particular mechanism to be employed will later form the subject matter of another application for patent.

Having thus described my invention what I claim is: 4

1. In a device of the character described, a driving shaft; a driving gear keyed to the driving shaft; a plurality of stepped gears sleeved on the driving'shaft, each having a limited longitudinal movement; a countershaft; a plurality of stepped gears loosely mounted upon thecountershaft, one of said stepped gears being in mesh with the driving gear, said last named stepped gear and also the other stepped gears on the countershaft being respectively in mesh with the stepped gears on the driving shaft; a propeller shaft; a clutch member carried by the propeller shaft; clutch members carried by the gears sleeved on the driving shaft respectively adapted to co-ordinate with the clutch member carried by the propeller shaft; whereby upon longitudinally and alternately shifting the gears sleeved on the driving shaft, changes in the speed of the propeller shaft ma be effected; and means for manually shifting said gears sleeved on the driving shaft.

2. In a device of the character described, gear keyed tothe countershaft; a, plurality of stepped gears loosely mounted upon the countershaft, one of said gears being in mesh with the driving gear on the driving shaft; a propeller shaft; a clutch member carried by the propeller shaft; a plurality of stepped gearssleeved on the driving shaft respectively in mesh with'the stepped gears on the countershaft, said gears on the driving shaft llu ' shaft; and

gears sleeved on the driving shaft, whereby a shaft, said propeller shaft,- and means having a longitudinal movement less than the width of the gears on the counter-' shaft, whereby they remain continuously in mesh with the respective gears of the countershaft; clutch members carried by the gears sleeved on the driving shaft respec tively adapted to co-ordinate with the clutch member carried by the propeller shaft to effect changes in the speed of the propeller means for manually shifting the the clutch members carried. by said gears may alternately and severally clutch member of the propeller shaft. g

3. In a device of the character described, a driving shaft; a driving gear keyed to the driving shaft; a countershaft; a plurality of steppedgears loosely mounted upon the countershaft, one of said gears being in mesh with the driving gear on the driving shaft;

a propeller shaft; a clutch member carried by the propeller shaft; a plurality of gears sleeved on the driving mesh with the stepped gears on the countergears on the driving shaft having a limited longitudinal movement less than the width of the gears on the countershaft, whereby they remain continuously in mesh with the respective gears of the countershaft; clutch members carried by the gears sleeved on the driving shaft respectively adapted to eo-ordinate with the clutch member carried by the propeller shaft to effect changes in the speed or to reverse the direction of the for manually shifting the gears sleeved on the driving shaft, whereby the clutch members carried by said gears may alternately and severally engage the clutch member of the propeller shaft.

f. In a device of the character described, a driving shaft; a driving gear keyed to the driving shaft; a plurality of gears sleeved on the driving shaft, each having a limited longitudinal movement; a countershaft; a plurality of stepped gears loosely mounted upon the countershaft, one of said stepped gears being in mesh with the driving gear, said last named stepped gear and also the other stepped gears on the countershaft being respectively in mesh with the stepped engage the shaft respectively in iication,

gears on the driving shaft; a propeller shaft;

a clutch member carried by the propeller shaft; clutch members carried by the gears shaft respectively sleeved on the driving adapted to co-ordinate with the clutch member carried by the propeller shaft; a second member into engagement with the clutch member carried on the propeller shaft, the rotation of the propeller shaft may be reversed; and means for longitudinally shifting the respective stepped gears with their clutch members on the driving shaft.

5. In a device of the character described,

a driving shaft; a driving gear keyed to the driving shaft; a plurality of stepped gears sleeved upon the driving shaft, each having an independent and limited longitudinal movement; a countershaft; a plurality of stepped gears loosely mounted upon the countershaft and respectively in mesh with the gears sleeved on the driving shaft, one of the gears of the countershaft being also in mesh with the driving gear; a propeller shaft; a clutch member carried by the propeller shaft; clutch members respectively carried by a plurality of telescoping sleeves concentric to the driving shaft and severally integral with the respective gears sleeved on the driving shaft, said clutch members being severally adapted to alternately co-ordinate with the clutch member carried by the propeller shaft; and means for manually and severally shifting said clutch members into co-operating relation with the clutch member of the propeller shaft.

In testimony whereof, I sign this speci JAMES D. GARLICK.

gears on the driving shaft in mesh with one of the stepped 3 

